Control valve

ABSTRACT

A control valve is resiliently urged to a normally closed position. The valve is connected in a line between the crankcase and intake manifold of an engine, and in use the valve is open when there is normal operating pressure in the intake manifold. The valve closes when the intake manifold pressure rises above normal to prevent flow from the crankcase into the intake manifold.

United States Patent 1 1 Hecht 1 1 CONTROL VALVE [75] Inventor: VictorHecht. Haysville. Kans.

[731 Assignee: C. Wayne Stearns. Haysvillc. Kans.

[22] Filed: Apr. 23, 1973 [21] Appl. No.: 353.902

[52] U.S. C1. 123/119 B: 137/5395 [51] Int. Cl F02f 9/02 [581 Field ofSearch 123/119 B. 137/5395. 480

[56] References Cited UNITED STATES PATENTS 1.339.465 5/1920 Luke123/119 B 2.386.765 10/1945 Adams ct a1.

2.986.132 5/1961 Matz 123/119 B 3.127.845 4/1964 Voclcker 137/53953.311.098 3/1967 Drake 123/119 B 3.587.542 6/1971 Miles 123/119 B m f QdII'II w LLJL.

1 1 Apr. 29, 1975 3.664.368 5/1972 Sweeney 123/119 B FOREIGN PATENTS ORAPPLICATIONS 1.190.764 5/1970 United Kingdom 123/119 B PrimaryExaminer-Albert W. Davis. Jr. Assistant Eraminer-Sheldon RichterAttorney. Agent. or Firm-John H. Widdowson ABSTRACT A control valve isresiliently urged to a normally closed position. The valve is connectedin a line between the crankcase and intake manifold of an engine. and inuse the valve is open when there is normal operating pressure in theintake manifold. The valve closes when the intake manifold pressurerises above normal to prevent flow from the crankcase into the intakemanifold.

1 Claim, 4 Drawing Figures CONTROL VALVE Different types of controlvalves and pressure operated relief valves are known in the prior art asoperable to open or relieve pressure when pressure on the valve reachesa predetermined point and also numerous types of valves or the like areknown in the prior art as operable to control the passage of vapor flowin an internal combustion engine between the cavity of the crankcase andthe intake manifold. In these prior art devices known as positivecrankcase ventilation devices and are used with combustion engines tofunction to vent the engine crankcase of vapors and prevent asubstantial reversal of flow or a substantial increase in pressure inthe crankcase due to backfiring of the engine. These prior art controldevices do not regulate the flow between the crankcase and the intakemanifold. they provide an essentially and open connection therebetween.In the art of internal combustion engines. no control device is knownwhich is adapted to limit the operating pressure in the intake manifoldportion of the engine. In a normally aspirated internal combustionengine the intake manifold thereof is at a pressure below atmosphericpressure or a so called vacuum pressure and such becomes increasinglybelow atmospheric pressure as the engine slows down or dccelerates froma high operating speed once the throttle control valves in thecarburetor are closed. Dccelcration ofthe engine and the drop in intakemanifold pressure causes an excess of gasoline or fuel to be pulled intothe intake man ifold through the idle circuit portion of the carburetoruntil the engine reaches the idle speed and pressure in the intakemanifold reaches a constant level. An excess of fuel passed through theengine at this time causes an increase in objectionable exhaustemissions during such deceleration.

In one preferred specific embodiment a control valve structure includesa valve body having an inlet and an outlet with a valve seat in theinlet. a valve seat closure member in a cavity in the valve body andresiliently maintained in a normally engaged position with the valveseat. The control valve is adapted to in use he in a normally closedposition a openable when pressure at the outlet thereof reaches asubstantial and predetermined differential valve relative to the inlet.The control valve is adapted to be used with an internal combustionengine. having the inlet thereof in communication with the crankcase orthe like and the valves outlet in communication with the intake manifoldor the like, preferably below the carburetor. The control valve retainsa normally closed position until pressure in the im take manifold issubstantially below atmospheric pressure and at a predetermined valuethen the control valve is opened to pass air and the crankcase vaporsfrom the crankcase into the intake manifold.

In another preferred specific embodiment. a control valve is provided asdescribed above and is connected with a sump trap. The sump trap is anopenable enclosure with a reservoir portion therein having an inlet andan outlet the inlet connected with the crankcase and the outletconnected with the inlet of the control valve. The sump trap is adaptedto in use to trap liquid portions of the crankcase vapors and preventsame from passing through the control valve and into the engine. Thecontrol valve and sump trap of this embodiment of this invention areadapted to during use of the engine maintain the reduced pressure in theintake manifold at no greater than a predetermined pressure and trapliquid portions such as oil and the like in the crankcase vapors as theypass into the intake manifold.

One ob ect of this invention is to provide a control valve and a controlvalve with a crankcase vapors trap overcoming the before mentioneddisadvantages of the prior art devices.

Still. one other object of this invention is to provide a control valvestructure having a valve body with an inlet and an outlet and a cavitytherebetween. a valve seat in the inlet. a valve closure member in thecavity resiliently urged to a normally engaged position with the valveseat. the control valve being adapted to open when there is asubstantial and predetermined differential pressure between the inletand the outlet thereof.

Still. one other object of this invention is to provide a control valveusable with an internal combustion engine having a crankcase or thelike. an intake manifold or the like mounting a carburetor or the likewith the control valve connect-able between the crankcase and the intakemanifold below the carburetor.

Yet. another object of this invention is to provide a control valvecommunicably connectable between the crankcase and the intake manifoldof an internal combustion engine. the valve being open at an idleposition and open at a condition of increased engine speed and openduring deceleration of the engine and closablc during acceleration ofthe engine.

Yet. another object of this invention is to provide a control valvehaving an inlet end member. a main valve body member. and an outlet endmember with a resiliently urged ball valve member therein the main bodymember normally engaged in a valve seat in the interior of the inlet endmember. the valve being openable when a predetermined differentialpressure between the inlet and the outlet is reached.

Yet. another object of this invention is to provide a control valve anda crankcase vapors sump trap usable in combination with an internalcombustion engine to remove vapors from the crankcase of the enginepassing same through the sump trap to remove liquid portions therein andpassing the resulting vapors through the control valve into the enginesintake manifold when the'control valve is open such as during a periodof decelerating or decreasing engine speed.

Yet. another object of this invention is to provide a control valve andcrankcase vapors trap having a crankcase vapors sump trap including anopenable enclosure with an inlet and an outlet.

Various other objects. advantages. and features of the invention willbecome apparent to those skilled in the art from the followingdiscussion taken in conjunction with the accompanying drawings and inwhich:

FIG. 1 is an elevation view of the control valve having the inletthereof and the inlet thereof connected with flexible hoses;

FIG. 2 is an enlarged cross-sectional elevation view of the controlvalve having the ball thereof shown in full view and in the closedposition;

FIG. 3 is an enlarged elevation view of the control valve with portionsthereof cutaway for clarity and exposing the center thereof with thecontrol valve in an open position; and

FIG. 4 is a pictorial diagram of an internal combustion engine connectedwith the control valve and sump trap. having the sump trap andconnecting lines therefor shown in dashed lines.

The following is a discussion and description of preferred specificembodiments of the control valve structure of this invention. such beingmade with reference to the drawings. whereupon the same referencenumerals are used to indicate the same or similar parts and/orstructure. It is to be understood that such discussion and descriptionis not to unduly limit the scope of the invention.

The control valve of this invention as desclosed therein includes twoembodiments of the control valve in a connected relationship with theinternal combustion engine. In one embodiment of the invention. l l. thecontrol valve has the inlet thereof communicably connected with theengine crankcase and the outlet thereof communicably connected with theintake manifold of the engine. In another embodiment. (2). of thecontrol valve of this invention it has a crankcase vapors trap orcollector connected with the control valve wherein the inlet to the trapis communicably connected with the engine crankcase. the outlet of thetrap is connected with the inlet of the control valve and the outlet ofthe control valve is communicably connected with the intake manifold ofthe engine. The control valve alone is the same in both herein disclosedembodiments of the invention. The control valve is normally closed andis opened by a differential pressure between its inlet and outlet withthe pressure at the outlet being the lower pressure. The crankcasevapors sump trap is an openable reservoir type container adapted toreceive vapors directly from the engine crankcase and remove a portionof the liquid portions of the vapors and passing the resultant vaporstherefrom. Both embodiments of the invention are shown in FIG. 4 withthe embodiment. (l). utilizing the control valve alone shown in thesolid lines of FIG. 4 and generally indicated at the numeral i; and theembodiment. (2|. utilizing the control valve and the crankcase vaporssump trap shown in FIG. 4 with the crankcase vapors sump trap connectedby the dashed lines and indicated generally at 12 by the arrowhead withthe dashed line.

FIG. I. 2 and 3 show in detail the structure of the control valve alone.The control valve alone is indicated generally at I4 and includes a mainvalve body at I6. an inlet end member generally indicated at IS, anoutlet end member generally indicated at and a ball and seat therein theinlet end. generally indicated at 22. As shown in FIG. 2, thecross-sectional view of the control valve. the inlet end member 18 andthe outlet end member 20 are threadedly engaged with the valve body 16.The control valve body I6 has a generally cylindrical side wall 24 anddefining therein a can ity 26 therein. The inlet end portion of thevalve body 16 is indicated at 28 and such is threaded on the exterior toreceive and mount the inlet end member I8. The outlet end portion of thevalve body I6 is indicated at 30 and it is threaded on the exteriorthereof to receive and mount the outlet end member 20. The cavity 26 ispreferably provided with a cylindrical interior wall indi cated at 32'.with the cavity 26 extending completely through the valve body [6opening on the ends thereof.

The inlet end member 18 has an extended inlet conduit like portion 34integral with a collar-like portion 35. The collar-like portion 36 isthreaded on the interior thereof to engage the inlet end 28 of the valvebody 16. The extended portion 24 is a relatively short conduit likehaving a barbed portion or raised portion 36 on the extreme end thereofas shown. The barbed portion 38 of the conduit extended portion 34 isadapted to be used in securing a flexible hose or the like to thecontrol valve inlet member 18. The interior of the extended inletportion 34 has a liner member 38 therein as shown. The valve seatindicated at 40 is on the inner end portion of the inlet member I8,specifically the valve seat surface is on an inner portion of the liner38. The valve seat 40 is circular to engage the exterior surface of thevalve closure member or the ball 42. The valve seat 40 preferably hasthe contacting surface thereof at the point indicated by the juncture ofthe ball 42 and the liner 38 in FIG. 2 with a substantially small flatsurface (not shown in the drawings) on which the outer surface of theball 42 will rest when it is in the seated position. The extreme innerend of the liner 38 is flared and indicated at 44 so the inner end ofthe liner conforms with the interior shape of the inlet member 18 asshown. The inner end 44 of the liner 38 is in contact with the outer end46 of the valve body inlet end portion 28. The collar-like portion 35 ofthe inlet member 18 is provided with a multiple sided, preferablyhexagonal, exterior surface 48 to provide for easy turning of same whenit is threadedly engaging same with the valve body 16.

The outlet member 20 of the control valve 14 is shown in cross-sectionin FIG. 2 and in full view in FIG. 3. In FIG. 3 the valve I4 is openwith the ball 42 in the position it would be in if the longitudinal axisof the valve was in a generally vertical direction; if the valve I4 wasoriented with its longitudinal axis in a generally horizontal directionthe ball 42 would be in a position in contact with the interior wall 32of the cavity 26. When the valve 14 is open and in the generallyhorizontal position the ball 42 would not necessarily be seated in theball contact member 60 as shown in FIG. 3. The outlet member 20 includesa collar-like member 50 and an extended or conduit like outlet member 52connected with the collar-like member 50. The inner end of the outletextended member or conduit member 52 is flared as shown to be engagedwith a tapered portion of the interior ofthe collar member 50. Theoutlet end of the conduit 52 has a raised portion 56 used to retain theextended outlet portion 52 in a flexible hose or the like. The interiorof the outlet collar member 50 is threaded to engage with the threadedoutlet end portion 30 of the valve body 16. On the exterior of thecollar member 50, such has a multi-sided shaped surface. indicated at58. preferably hexagonally shaped to be used when engaging ordisengaging the collar-like member 50 with the threaded exterior of thevalve body 16.

The interior of the valve body 16 including the interior portions of theinlet member 18 and the outlet member 20 enclose the ball and seatassembly 22. The ball and seat assembly 22 includes the ball 42, .a ballcontact or follower member 60 a resilient member or spring 62 and aresilient member or spring support 64. FIG. 2 shows the ball and springassembly 22 in the closed position with the ball 22 in contact with thevalve seat 40. FIG. 3 shows the control valve including the ball andspring assembly 22 in an open position with the ball 42 in a spacedposition relative to the valve seat 40. The ball contact or ballfollower member 60 is :1 cylindrical member having a flared end portion66 contacting the surface of the ball 42 as shown. The spring 62 ispreferably a helical spring retained in a compressed position when theball and spring assembly 22 is in the closed position as shown in FIG.2. One end of the helical spring 62 slips over the cylindrical wall ofthe ball follower member 60 with the extreme end thereof resting on theflared portion 66. The spring support member 64 is a cylindrical andhollow member as shown with a flared end portion 68 contacting theoutlet conduit member 52 and the supporting end of the helical spring62. The spring 62 slips over the exterior of the hollow support member64 with the extreme end thereof on the flared portion 68 as shown. Thesupport member 64 is necessarily hollow preferably pass from the cavityinto the outlet conduit 52. The amount of compressive force required tofurther compress the spring from the position shown in FIG. 2 is theamount of force necessary to open the control valve H. The strength ofthe spring 62 or the amount is the means by which the opening andclosing functions of the valve are controlled or regulated. In the useof the control valve in the herein described applications the spring 62is preferably of such a strength such that the control valve will openwhen the differential pressure between the inlet of the valve and theoutlet of the valve is approximately 4. inches of mercury. The spring 62can be substituted with other springs so the valve will open at adifferent differential pressures as desired by the user. It is to beunderstood that the spring 62 can be replaced by other resilient devicesto exert force on the ball follower 60 or directly on the ball 42 tomaintain same in a normally closed position in contact with the valveseat 40 without departing from the scope of the invention.

The inlet member 18 and the outlet member are provided as shown in thedrawings in order to mount flexible hoses or the like for connecting thecontrol valve I4 with an engine. FIG. I shows the control valveconnected to the flexible hoses. The inlet member 18 is connected with aflexible hose 70 which is secured to the inlet member I8 by clamp 72.The outlet member 20 is connected with a flexible hose 74 and secured bya clamp 76. The raised portions 36 and 56 on the inlet member 18 in theoutlet member 20 respectively aid in retaining the flexible hoses withthe control valve I4. The inlet member 18 and the outlet member 20 areshown and described herein as mountable with flexible hoses or the like;however. it is to be understood that the inlet portion ofthe inletmember and the outlet portion of the outlet member 20 can be constructedwith fittings other than those shown to connect the control valve l4with pipes, conduits, or other fittings as desired by the user. The useof flexible hoses or the like to connect the control valve I4 with anengine is preferred because of the economy of same and the easyconnectability of same.

In the use and operation ofthis embodiment. l of this invention. such asillustrated in FIG. 4. FIG. 4 shows an internal combustion enginegenerally indicated at 80 connected with the control valve apparatus ofthis embodiment. 10 of this invention. The engine 80 includes acrankcase indicated generally at 82 with a crankcase vent outlet 84, anintake manifold 86 with a carburetor 88 mounted thereon. For purposes ofconnecting the control valve I4 of this embodiment I0 with the engine aconnecting member 90 is shown between the carburetor 88 and the intakemanifold 86. The connecting member 90 has an opening 92 which forms anauxiliary inlet to the intake manifold. The

connecting member 90 may or may not be necessary depending upon thestructure of the specific intake manifold or carburetor on which theconntrol valve of this invention is used. Some internal combustionengines have auxiliary aperatures in the intake manifolds andcarburetors and some do not. The only function of the connecting member90 is to provide an auxiliary aperture connected with the internalopening or openings of the intake manifold which is a feature necessaryfor the proper connection of the control valve apparatus It). A flexiblehose 94 is connected with the crankcase vent outlet 84 on one end and onthe other end connected with the control valve inlet member I8. Aflexible hose 96 forms the outlet conduit from the control valve 14 andit is connected on one end with the aperture 92 and on the other endthereof with the control valve outlet member 20.

Fluid flow through the control valve 14 depends upon whether or not itis open or closed. In the closed position no vapors from the crankcasecan flow through the control valve 14. When the control valve I4 is inthe opened position vapors from the crankcase flow through the crankcasevent outlet 84. through the conduit 94. through the control valve l4.through the conduit 96. through the apertures 92 in the connector member90 and into the internal cavities of the intake manifold 86. For aninternal combustion engine of the type currently used in automobiles theoperating pressure in the intake manifold during operation of the emgine is substantially below atmospheric pressure. During the idling orsteady state operation of such an engine without the control valveapparatus of this invention the intake manifold pressure isapproximately I6 to I8 inches of mercury below atmospheric pressure.When an automobile having such an engine is rapidly decelcrated from ahighway driving speed. the pressure in the intake manifold will changeto approximately to inches of mercury below atmospheric pressure. Duringperiods of significant acceleration of an automobile having such anengine. the pressure in the intake manifold becomes essentiallyatmospheric pressure. During the normal operation of the internalcombustion engine 80., the pressure in the crankcase is atmosphericpressure. When the engine is in operation air is pulled into thecombustion chamber through the carburetor 88 and passes through theintake manifold 86 and during a steady state operation of the engine oran accelerating operation of the engine. the amount of fuel flowingthrough the carburetor 88 is theoretically in proportion to what theengine needs for operation. However. when the engine decelerates orslows down from a high speed. there is normally a rapid decrease inpressure in the intake manifold that causes an excess of fuel to bedrawn into the intake manifold through the idle circuit of thecarburetor 88. this is excess of fuel is not needed by the engine andproduces an excess amount of oxides of nitrogen in the exhaust of theengine. It has been found that during such deceleration of the enginethe products have combustion thereof have an undesirably high content ofatmospheric polluting materials therein.

When the engine 80 shown in FIG. 4 is equipped with the control valveapparatus 10 of this invention it is connected as shown and aspreviously described. When the engine 80 with the control valveapparatus of this invention is in operation the control valve I4 willalter the pressure in the intake manifold 86. The control 14 isconstructed and adapted to open when the pressure at the inlet isapproximately 4 inches of mercury below the pressure at the outlet.Therefor. during use and operation of the engine with the control valveapparatus 10. the control valve 14 will be in a closed condition duringperiods when the engine is being accelerated and it will be openedduring periods of idling. steady state of operation and deceleration.With the control valve 14 connected as shown by the solid lines in FIG.4 it will open when differential pressure between its inlet which isconnected to the crankcase and its outlet which is connected to theintake manifold is at a differential pressure of approximately 4 inchesof mercury. In practice of the applicants invention by the applicant. ithas been found that the control valve 14 when open will prevent pressurein the intake manifold 86 from dropping below approximately 23 to 24inches of mercury below atmospheric pressure at substantially all timeswhen the engine is in operation. In the connected relationship shown.crankcase vapors exit the crankcase 82 through the outlet 84. passthrough the control valve inlet conduit 94. through the control valve14, and through the control valve outlet conduit 96 into the connectormember 90 and into the intake manifold 86. During periods of significantacceleration the control valve I4 is closed and there is not fluid flowthrough the conduits 94 and 96. During deceleration of the engine thecontrol valve is opened and it provides for the introduction of thecrankcase vapors into the intake manifold 86 for substantially reducingthe increase of differ ential pressure that would be present without thecontrol valve apparatus It). The lessening of the differentialpressuring during deceleration of the engine 80 prevents an excess offuel of being drawn into the engine through the idle circuits of thecarburetor 88 thereby preventing excessively rich products of combustionfrom being formed by the engine 80 and this intum reduces theobjectionable oxides of nitrogen, carbon monoxide. carbon dioxide.hydrogen cloride and other know atmospheric polluting materials usuallyformed by an engine due to an excess of fuel.

In use and operation of the control valve apparatus 10. it has beenfound that the idle circuit of the carburetor 88 can be adjusted to aleaner fuel flow setting with it installed relative to the settingthereof without the control valve apparatus 10. The leaner setting inthe idle circuit of the carburetor 88, has an additional advantage inthat a lesser amount of fuel is introduced into the engine during itsoperation at idle speed.

Another embodiment. (2 of the control valve apparatus of this inventionsuch includes a crankcase vapor sump trap in the conduit circuit withthe control valve. The control valve apparatus of this embodiment. (2).

as shown in FIG. 4 and generally indicated by the arrow with the dashedlines and the numeral 12. The control valve apparatus of thisembodiment. (2). includes the control valve 14. a crankcase vapors sumptrap. indicated generally at 98, and conduits to connect same in aseries between the crankcase of the outlet of the engine in an inlet tothe intake manifold thereof. The control valve 14 is the same as thecontrol valve described and shown herein and functions in exactly thesame manner with generally the same overall result in regard tooperation of the engine. The function of the crankcase vapors sump trap98 is to function a liquid-gas separator for the vapors coming from thecrankcase.

FIG. 4 shows generally the structure of the crankcase vapors sump trap98 in its connected relation with the engine and the control valve 14.The crankcase sump trap 98 is indicated at I00 and is an openablereservoir type of vessel adapted to receive the crankcase vapors.separate a portion of the liquid portion thereof from the gaseousportion thereof and to pass the resulting gaseous portion thereof fromthe outlet end thereof. The vessel I00 is a container adapted to operatewith the pressure therein and below atmospheric pressure. As shown. thecontainer or vessel I00 is provided with a removable lid or a cover 10],an inlet fixture I02 and an outlet fixture 104. The interior of thecontainer 100 is substantially opened with the inlet fixture 102 adaptedto pass vapors through the side wall. The outlet fixture 104 ispreferably a stand pipe like member extending to the upper portion ofthe container with an inlet thereto in its upper portion. Vaporsentering the container or vessel I00 pass in to same through the inletfixture and circulate about in the open cavity portion with the solid orliquid portions thereof falling to the bottom of the container and thegaseous portions thereof passing through the inlet of the outlet fixturein the upper interior portion of the cavity and on out of the outletfixtures outlet.

HO. 4 shows in detail the connected relationship of the control valveapparatus 12 of this embodiment. (2 l. of this invention. The engine 80is the same as described previously and includes a crankcase 82.crankcase vent outlet 84, intake manifold 86, a carburetor 88 with theconnector member 90 having an inlet 92 mounted therebetween thecarburetor 88 and the intake manifold 86. The crankcase vent outlet 84is connected with the crankcase vapors sump trap 98 by a conduitindicated at I06. The crankcase vapors trap 98 has an outlet conduitindicated at 108 connecting same with the control valve H. The conduit96 connects the control valve 14 and the connector member inlet 92. Thecrankcase vapors sump trap is preferably mounted near the engine 88,such as in the engine compartment of the vehicle. and connected byconduits such as flexible hoses.

Flow through the vapors trap 98 and the control valve 14 depends uponwhether or not the control valve is opened or closed. In the closedposition no vapors from the crankcase flow through the vapors trap 98 orthe control valve [4. When the control valve 14 is opened vapors fromthe crankcase flow through the conduit 106 into the crankcase vaporstrap 98 via the inlet fixture 102 and the resulting vapors pass from thetrap 98 through the conduit I08. through the control valve l4. throughthe conduit 96. through the aperture 92 in the connector member 90 andinto the internal cavity of the intake manifold 86. The vapors enteringthe crankcase vapors trap 98 are substantially heavily oiled ladenedvapors that contain atomized oil and some products of combustion whichflow by or pass over the pistons along the cylinder walls and from thecombustion chamber between the valve stems and the valve guides into thecavity of the crankcase 82. These crankcase vapors also contain asubstantial quantity of so called heavy hydrocarbons or so called sludgewhich is not significantly combustible if passed into the combustionchambers of the engine. As these vapors pass in through the crankcasevapors sump trap 98 the liquid fluid portions thereof drop out in acondensing or separating manner within the enclosure of the container orvessel [00 and drop to the bottom portion thereof where they areretained for storage or removal at a later time. The resulting vapors.namely the crankcase vapors less a substantial amount of heavy liquidportions thereof. pass from the trap 98 through the outlet fixture 104into the conduit 108 and to the control valve inlet 18. When the controlvalve 14 is opened. a resulting vapors pass from the control valveoutlet 20. through the conduit 96 into the connector member 90 at itsinlet 92 and are pulled into the air-fuel mixture passing through thecavity of the intake manifold 86. The resulting vapors passing from thecrankcase vapors trap 98 have substantially small amounts of liquidparticles herein and will not clog or block the control valve 14.Additionally. the resulting vapors due to there small liquid contentscan be passed to the combustion chamber portion of the engine 80 withoutsticking to or accumulating on the valves. the pistons or the walls ofthe combustion chamber. The quantity of oil or oil-like substanceremoved by the crankcase vapors trap can be removed from the containeror vessel I00 thereof by removing the cover member [0] and withdrawingthe liquid by any suitable means.

During use and operation of the control valve apparatus [Z of thisembodiment. (Z). of this invention. such functions substantially similarto the control valve apparatus 10 of the first embodiment. l of thisinvention in regard to the operating periods in which vapors flowthrough the conduits thereof and times during which the control valve isopened or closed. The crankcase vapors and resulting vapors will flowthrough the conduit circuits of the control valve apparatus [2 when theengine is idling. when it is steady state operation and when the engineis decelerating to the idling speed from an operating speed. The controlvalve will be closed and crankcase vapors will not flow through theconduit circuit when the engine is significantly accelerating orspeeding up. The crankcase vapors sump trap 98 provides for the passingof substantially clean vapors into the intake manifold of the engine viathe control valve H when the differential pressure on the control valveis as stated. the four inches of mercury differential pressure. Inpractice it has been found that the crankcase vapors sump trap 98provides a sufficient cleaning or filtering action on the crankcasevapors passing therethrough to reduce by a significant amount. thematerials dispersed into the atmosphere by the introduction ofsubstantially non-combustible materials into an engine.

Since the vapors from the crankcase are generally ladened withsubstantially non-combustible liquid par ticles and the particles areremoved by the crankcase vapors sump trap 98 before passing the vaporsinto the engine thus these exhaust gases containing products ofcombustion of the engine are substantially less atmospheric pollutingthan exhaust gases of engines having other vapor recirculating apparatuswhich do not clean or filter the vapors before recirculating same.

In the use and operation of the control valve apparatus 12 of thisembodiment. (Z). of this invention. it has been found that when it isconnected with an internal combustion engine it will provide an enginewhich will operate without producing the quantity of atmosphericpolluting exhaust gases which would be produced if'the control valveapparatus [2 was not connected with the engine. In practice it has beenfound that the crankcase vapors sump trap 98 will remove a substantialquantity of'non-burnable liquid materials from the crankcase vaporsbefore passing same through the engine of the control valve 14. inpractice it has been found the control valve 14 allows the idle circuitof the carburetor 88 to be adjusted to a leaner fuel flow setting whichre duces the amount of fuel introduced to the engine when it isoperating at the idle speed as compared to the carburetor settingrequired for the engine operating without the control valve apparatus 12of this invention. The control valve of the apparatus 12 is adapted tobe open during normal operating conditions except when accelerating topass vapors from the crankcase of the engine to the crankcase vaporssump trap. removing liquid portions therefrom and passing the vaporsthrough the control valve to the intake manifold with the effect ofreducing the amount of objectionable and atmospheric polluting materialsproduced by the en gines exhaust.

in the manufacture of the control valve structure of this invention inthe two herein and disclosed embodiments thereof. it is obvious that thecontrol valve apparatus could be easily constructed to achieve the endproduct. The control valve structure can be constructed by a valveproducing techniques common to the art and constructed ofmaterials whichare inexpensive and easily produced. The crankcase vapors sump trap isan openable vessel easily manufacturable in the art and same can beconstructed to be easily openable and closable and constructed ofmaterials not effected by the crankcase vapors.

In the use and operation of the control valve structure of thisinvention. it is seen that same provides a control valve apparatus inone embodiment that is connectable between the crankcase and the intakemanifold of an internal combustion engine to remove vapors from thecrankcase of the engine and pass same into the intake manifold. Inanother embodiment the control valve structure of this inventionincludes a crankcase vapors sump trap and a control valve connectable inseries between the crankcase of an internal combustion engine and anintake manifold thereof for the purpose of removing and separatingliquid portions and vapor portions ofthe crankcase vapors and passingthe resulting vapors into the intake manifold. The use and operation ofthe control valve devices of this invention they function similarlybeing open during normal oper ating conditions and closed when theengine is substantially accelerated.

As it will become apparent from the foregoing de scription of theapplications control valve structures such provides a significantimprovement in the art and such is a relatively inexpensive and simplemeans to remove vapors from the crankcase of an internal combustionengine and pass them into the intake manifold thereof. The control valvestructures are economical to manufacture. simple in operation. easilyconnectable with an internal combustion engine and do not require directpowering by the engine for their operation.

While the invention has been described in conjunction with preferredspecific embodiments thereof. it will be understood that thisdescription is intended to illustrate and not to limit the scope of theinvention. which is defined by the following claims.

I claim:

I. An improved internal combustion engine having a crank case. or thelike. a carburetor. or the like. and an intake manifold mounting thelatter. wherein the improvement comprises: a flexible conduit connectingbetween said crankcase and said intake manifold to place same in fluidcommunication with each other. a valve body mounted in said conduit andhaving an inlet and an outlet and a cavity communicably connectedbetween said inlet and said outlet. said valve body including a mainvalve body. an inlet end member. an outlet end member. and an outletcollar member. said inlet end member thread-ably engages said main valvebody member. said collar member mounting on said outlet end member andthreadably engages said main valve body member to interconnect saidoutlet end member and said main valve body. said inlet end member saidmain body member and said outlet end member being generally aligned witha common axis. a valve seat in said valve body inlet end member. a valveseat closure member in said cavity in a normally engaged position withsaid valve seat. means in said cavity in contact with said outlet endmember to resiliently urge said valve seat closure member into saidnormally engaged position. said valve seat closure member being a ballmember. said valve seat has a generally annular surface to engage saidball member. said means to resiliently urge said ball member to a closedposition includes a hollow ball follower member in contact with saidball and a helical spring in contact with said ball follower member.said spring being in compression. said inlet LII LII

member has said valve seat on the inner end portion thereof. said inletmember and said outlet member each has elongated outer end portionsconstructed and adapted to be mounted with said flexible conduit. saidspring has a spring retaining member on the end thereof opposite saidball contact member. said spring retaining member being in contact withan inner end portion of said outlet end member. said valve body isoperable at a pressure differential in the range of 3 to 5 inches ofmercury between said outlet and said inlet. and a crankcase vapors trapcommunicably connected in said conduit before said inlet of said valve.said crankcase vapors trap including an openable container with an inletand an outlet with means to circulate vapors therein and a reservoirtherein. said crankcase vapors trap is constructed and adapted to in usereceive crankcase vapors. remove liquid portions therein and pass theresulting vapors to said valve body to prevent fluids from entering saidvalve. said control valve body being constructed. adapted and connectedin said conduit to in use be open when said engine has normal operatingpressure in said intake manifold to permit passage of fluid from saidcrankcase to said intake manifold. and to close when the engineoperating pressure in said intake manifold increases to a pressure abovenormal.

1. An improved internal combustion engine having a crank case, or thelike, a carburetor, or the like, and an intake manifold mounting thelatter, wherein the improvement comprises: a flexible conduit connectingbetween said crankcase and said intake manifold to place same in fluidcommunication with each other, a valve body mounted in said conduit andhaving an inlet and an outlet and a cavity communicably connectedbetween said inlet and said outlet, said valve body including a mainvalve body, an inlet end member, an outlet end member, and an outletcollar member, said inlet end member threadably engages said main valvebody member, said collar member mounting on said outlet end member andthreadably engages said main valve body member to interconnect saidoutlet end member and said main valve body, said inlet end member saidmain body member and said outlet end member being generally aligned witha common axis, a valve seat in said valve body inlet end member, a valveseat closure member in said cavity in a normally engaged position withsaid valve seat, means in said cavity in contact with said outlet endmember to resiliently urge said valve seat closure member into saidnormally engaged position, said valve seat closure member being a ballmember, said valve seat has a generally annular surface to engage saidball member, said means to resiliently urge said ball member to a closedposition includes a hollow ball follower member in contact with saidball and a helical spring in contact with said ball follower member,said spring being in compression, said inlet member has said valve seaton the inner end portion thereof, said inlet member and said outletmember each has elongated outer end portions constructed and adapted tobe mounted with said flexible conduit, said spring has a springretaining member on the end thereof opposite said ball contact member,said spring retaining member being in contact with an inner end portionof said outlet end member, said valve body is operable at a pressuredifferential in the range of 3 to 5 inches of mercury between saidoutlet and said inlet, and a crankcase vapors trap communicablyconnected in said conduit before said inlet of said valve, saidcrankcase vapors trap including an openable container with an inlet andan outlet with means to circulate vapors therein and a reservoirtherein, said crankcase vapors trap is constructed and adapted to in usereceive crankcase vapors, remove liquid portions therein and pass theresulting vapors to said valve body to prevent fluids from entering saidvalve, said control valve body being constructed, adapted and connectedin said conduit to in use be open when said engine has normal operatingpressure in said intake manifold to permit passage of fluid from saidcrankcase to said intake manifold, and to close when the engineoperating pressure in said intake manifold increases to a pressure abovenormal.